Stabilizing device for terrestrial vehicles



' s l E m 9 1 was u. mm 7 e m mm 2 m ,WM

m pwwoao? T wrm..

w O O DTWII null. m

L D. ..|J #@@Ooz 11;, vm $AOO@@TMP Il s s R Il w. mm T@ O O Q .w Lwmmmpmo@o@-.ml

n F n WMO o j I. T. au"

T nu nu m f I n July 1, 1941.

FIG E July 1, 1941.

yG. D. DE vENEL. STABILIZING DEVICE, FOR TERESTRIAL VEHILES Filed Jan.295 193e j s'sneets-snaet 2 INVENTOR ArroNaYs July 1, 194i. G. D.D'VENEL 2247.749

STABILIZING DEVICE FOR yTEHRESTRIL VEHICLES Filed Jan. 29, 193e 5sheets-'sheet 4 sak ` ATTORNEYS July l, 1941. Q D, DE VENVEL. l2,247,749

STABILIZING DEVICE FOR TERRESTRIAL VEHICLES Filed Jan. 29, 1938 s'sheets-*sheet 5 n l b FIGLS. 2|

asp 251 y an as' sa f/z'n 21o v r "'l l a Boa zss/ l v aes 26/ 2274* 282zo? 284- 292 agk INVENTOK 4 44 550751655 15H/vaina' l/E/vfL AT1-o RN sysPatente'd July 1,-19-41 AuN-iTr-:D sTAT sTAmzTNG imvlcnron rnaans'rnin.

vnmcms AGeorges dEspinassy Venel, Signes, 'France ApplicationJsnuary'z's, 193s, serial No. is'mas In France February 4, 1931 sclaims. (ci. cse-124) The present invention'relates to the stabilizingdevices forterrestrial vehicles.

It has already-been proposed, in terrestrial vehicles to arrange betweenthe chassis and the carrying or steering members such as the wheels' orcaterpillars, for instance, double-acting means which are antagonisticto the incident accelerations the direction of which diers from that ofdevices detecting some at least of said accelerations.

A rst object of the invention; in view of ensuring perfectstabilization, is characterised by the fact that the control of theeffects produced by the double-acting antagonistic means is independentlof the characteristic features pf the relative movements of the chassisand the carrying members.. y

Other objects of the invention will appear from the following text withreference to the accompanying drawings, given by way of example only, inwhich: Y

' Fig. 1 is an explanatory table relating -t'o stabilization, pitchingand rolling.

Fig. 2 is an electric diagram of an assembly for the stabilization bothof pitching and of rolling.

Fig. 3 shows such an assembly on a motor vehicle.

Fig. 3a is a detail of a corrector forturning.

Fig. 4 is an elevation of an electromagnetic shock absorber providedwith a pre-selector, this shock absorber being showndiagrammatically inFigs. 2 and 3. e

Figs. 5 and 6 are sections, on an enlarged scale, made respectively onlines V-'V and VI-VI of Fig. 4.

cuit of the shock absorber in view of setting it in action when thisshock absorber begins a rotation in the direction prohibitedby thedetectors. The current is instantaneously cut oi! and the action loi'the shock absorber ceases as soon as the latter begins a rotation in theauthorized direction. In fact, the arm of the shock :ab-

A 'the propulsion, these means being controlled by sox-ber Il driven bythe connecting rod Il rigid with the wheel carries two insulatedcontacts D and T. One receives current when the chassis tends tovlift,theother receives current when the chassis tends to lower.

When the arm moves in one direction, one-of its contacts engages with anintermediate con? tact I which iscarried by theblade 'l5 mounted withslight friction on the iixed central shaft.. l2. This intermediatecontact is connected by a wire 2li, to an electromagnet sunk 'in themovable disc I3 which presses against the iixed 'disc in view oi'locking the arm Il on this disc Il and consequently, on the chassis le.It one of the contacts D or T, which is supplied with current haspressed against'the contact I, friction is caused between thediscs l!and II.

It the contact D or the contact T is not supplied with current. theelectromagnet is-not energlzed, and the arm continues to'freely. rotatedriving -with -it the intermediate contact.

The arm Il of the shock absorber haas slight.. angular movementrelatively to the friction disc git actuates and o! an amplitudedetermined Fig. 7 is a sectional. elevation of a hydraulic shock'absorber used in the assembly of Fig. 8.

Fig. 7a is a modification in the case ofa producer of energy.

Fig. 8 is a'general view of -a hydraulicor like installation on board avehicle.

Fig-9 diagrammatically illustrates a corrector l n of swaying or like`movement.

Fig. 10 ticallyvillustrates a device for compensating pitching andeventually rolling.

In the form of construction .illustrated in Fis.

3, is shown a motorvehicle provided with fourv shock absorber. Thisselector. controls the cirwminstbe by theabutments Il and I8 which areadjustable in such a manner that-the return of this arm should always bepossible to an extent sumcient for cuttingoil' the contact. A veryweakspring always holds the two discs II-Il in contact', in order thatthe disc I3, actuated by the armll, should always have a maximum delayor retardation relatively to said arm il.

However, the electromagnetic'shock absorbe might be replaced byany'suitable device capable of dispersing or of producing energy and'provided with controls with orwithmt relays so as t0 connect'it to thecorrecting"detectorsadaptedl tocontrol it.

in Figs. 2 and 3, the shock absorbers 6,11.' t, and I each vcomprisecontacts T, D and I. shock aborbers operating aspreviously'ilicllcatelLf` F138.. 1 3 illustrate respectively tn expl'nl"tory table andan assembly for a double scoplc contra of pitching androlling.

nmiemmeozru.1.1mbeenindicated'nainel nrst column, the functional, 1I,,imh

correspond-respectlvdy lowering oftheftontlv ofthechnslsandlifting ofthe rear AR, this chassis pivoting about the transverse axis AT (3rdcolumn).

' Function II: to rolling RL (2nd column) with lowering of the rightside CD and lifting of the left side CG, this chassis pivoting about thelongitudinal axis AL (3rd column).

Function III: to rolling RL (2nd column) with lowering of the left sideCG and lifting of the right side CD, this chassis pivoting about thelongitudinal axis AL (3rd column) ,l

Function IV: to pitching 'IG (2nd column) with lifting of 'the front AVand lowering of the rear AR of the chassis which pivots about thetransverse axis AT (3rd column).

At the top of the following columnsl the letters T and D indicate thecontacts T and D of the shock absorbers 6, V1, 8 and 9 and the groups ofletters AV.G (left-hand front) ARD (righthand rear) AVD (right-handfront) and AR.G (left-hand rear) show these contacts T and D on thecorresponding shock absorbers.

This double entry table permits very rapidly observing the circuitswhich must be closed or opened in the different cases. The white circlesindicate the closed electric circuits andthe hatched circles the opencircuits.

Thus, in the function I for pitching, it will be seen that the circuitsof contacts T of the front shock absorbers are closed, as well as thecircuits of the contacts D of the rear shock absorbers, the othercircuits being open; 'these different circuits are reversed in thefunction IV.

In the function II for rolling, it will be seen that the circuits ofcontacts T of the right shock absorbers are closed as well as thecircuits of contacts D of the left shock absorbers, the other circuitsbeing open; these different circuits are reversed in the function HI.

It will also be seen, in this table, that the columns indicating thecontrol of the circuits can be grouped two by two and marked -by a heavyline, heavy dotted lines, a medium line, medium dotted lines, thesediiferent lines being reproduced in the diagram of Fig. 2 forfacilitating the concordance of this diagram with the table.

Reference will now be made .to Fig. 2 which allows the control both ofpitching and of rolling. Two gyroscopic devices 2|t and 2|f respectivelycomprise double contacts 26a 28h, 29a 29b and 30 39h for the gyroscope2|t and double contacts 58 58h, 60 60h, and 65a 85h, for the gyroscope2|', the precessions of the different gyroscopes being indicated by thecorresponding arrows 33, 34, 54 and 55.

In the diagram of Fig. 2, the contact T of the front left-hand shockabsorber 1 is connected to the contact D of the rear right-hand shockabsorber 8 by a wire 88, and the contact T of the front right-hand shockabsorber 6 is connected :to the contact D of the rear left-handshock'absorber 9 by a wire 8|. Likewise, the contact T of the rearleft-hand shock absorber 9 is connected to the contact D of the frontright-hand shock absorber 6 by a, wire 82 and the contact T of the rearrightehand shock absorber 8 is connected to the contact D of the frontleft-hand shock absorber 1 by a wire 83. wires 80, 8|, 82 and 83 areindicated in concordance below the table of Fig. l.

The contacts 29, 29h, 30, 3|)b are respectively connected to the wires83, 82, 80 and 8| by wires 85, 86, 81 and 88. Likewise, the contacts 60,58", 65 and 85 are respectively connected to wires 83, 8|, 82 and 88 bywires 89,' 90, 9| and 92.

All simple pitching movements. simple rolling yso These differentmovements or simultaneous pitching and rolling movements are immediatelylimited or stopped.

By way of example, and considering the function I of the table ofv Fig.1, that is to say .pitching, causing the lowering of the front of thechassis and the lifting of the rear of this chassis, it will be seenthat the contacts T of the front shock absorbers 6 and 1 press upon the'corresponding contacts I and the contacts D of the rear shock absorbers8 and 9 press upon the corresponding contacts I.

In this pitching movement, the gyroscope 2| for rolling is not subjectedto any action whilst the gyroscope 2 |t for pitching effects aprecession in the direction of the arrow v34 by closing the followingcircuits:

Positive pole of the source of current, contacts 28B, 30a, wire 81. andWire 8 0 shunting on contacts T and D respectively of the shockabsorbers 1 and 8, said contactsv T and D being pressed upon thecorresponding contacts I for closing the circuit of the shock absorbers1 and 8.

Positive pole of the source of current, contacts 26", 30h, wire 88 andWire 8| shunting on the contacts T andD respectively of the shockabsorbers 6 and 9, said contacts T and D being pressed uponv thecorresponding contacts I for closing the circuits of the shock absorbers5 and 9.

The shock absorbers will consequently be all locked in the directionnecessary for instantaneously stopping the pitching movement as soon asit starts. Y

The same is true, for the function II'. Likewise, by combining functionsI and II, all the shock absorbers are locked in the direction necessaryfor instantaneously stopping the pitching and rolling movements whichstart.

Thekassemblage of such an installation on a vehicle is more particularlyillustrated in Fig. 3.

Fig. 3a diagrammatically illlustrates a form of construction of acorrector for turning which forms a part of the diagram of Figs. 2 and3. In this Fig. 3a has been shown a pendulum 9|il which controls thegyration of planetl wheels 9| meshing with sun wheels 90'L and 92B.'I'he sun wheel a is kinematically connected to the 'steerl ing wheel orthe like and the sun wheel 92a comprises an arm 94 which carriescontacts 58" and 58h capable of simultaneously pressing, either on thecontacts a 88h, or on the contacts 65a 85b according as a turning istaken to the lefi-l or to the right. These contacts 60* 80h--l 65a 65Dare constituted by the contacts 60 80 65a 65h of Figs. 2 or 3. Thecontacts can be resiliently mounted or the arm 94 can be so mounted asnot to check the steering. In practice, the contacts 8|)n 60h, 85? 55bare constituted by rheostats indicated as following these contacts (Fig.3a). The contacts 58" 58"' rub on these rheostats for controlling thevalue of the electric circuit which acts during the turning period onthe shock absorbers under consideration.

Fig. 7 illustrates an embodiment of a hydraulic shock absorber in whichthe pressure of the fluid acts on slide-valves D and T through themedium of small pistons RLD, TGD, TGT and RLT. 'I'hese small pistons areactuated independently from each other by the independent circuits of afluidfunderpressure.

The device illustrated in Fig. 7 comprises a cylinder |28 rigid with thechassis and a piston I2 connected to the corresponding wheel. The topand bottom portions of the cylinder are conthe cylinder in v-iew oflimiting the displacement C the air trapped at the upper part of thecylinder a, channel |26 the passage Of the llid when lt i5 5f in theposition shown in the drawings. l 'I'he conduit |23, a ball- |21allowing the displacement of th fluid only in the direction of the arrow|28v and a slide-valve D ensuring,

through a channel |29, the passage of the fluid l y when it is in theposition shown in the drawings.

If there is no detection of anyinterfering acceleration -on board thechassis, all the movev ments of the piston |2I, -rigid with the wheel,

are free and unrestrictive when the piston rises, due to the provisionoi the channel |26 and the ball |24, and when the piston lowers, bymeans oi the bal1|21and the channel |29. VIf there is detection of aninterfering acceleration, with lowering of the chassis at the placewhere the cylinder is secured in position, the channel |26 closes underthe action oi one -or of both small pistons TGT RLT, connected to thedetectors, and totally or partially prevents .the descent of thecylinder whilst allowing rising of said cylinder and, consequently, ofthe chassis at this point. Reversely, if there 'is detection withlifting of the chassis, the channel |29 closes under the action of oneorof both small pistons RLiD-TGD and totally or partially pre- 30 ventsthe rising of the cylinderwhilst allowing the desirable free descent ofthe same.

Fig. 8 shows an installation, on board a vehicle on which use is made ofshock absorbers of the type shown in Fig. 7.

Before describing this Fig. 8, an embodiment of a device for producingeergy will be described with reference to Fig. '1a. This devicecomprisesa cylinder |20 rigid with the chassis .and in which moves a pistonq |2|rigid with the wheel. A con- 40 duit |33 opens at thelower part of thecylinder and a conduit |39 opens, at |40,l a branch pipe` |4| controlledby a ball |42 opening lin the upper part of this cylinder.

The admission of the fluid under prsure in theconduits |36 and |39, inthe direction of the arrow |43, is controlled by the detectingdevices. AIf there ismo detection of an interfering acceleration on board thechassis, all the movements of the piston |2| rigid with the wheel, arepossibl, during ascent and descent.

If there is detection of an acceleration with lowering -of the chassisatthe pointy where the cylinder |20. is secured in position, the detectingdevice acts immediately to permit the admission 55 of a iluid undervpressure to the conduit |39 and. consequently, inthel upper part of thecylinder iny view of the lifting o! this cylinder and, consequently, ofthe chassis at this point. Likewise,

ii there is detection of an accelerationwith liftY 60- to a crank |11rigid with the'direction or ing of the chassis at the point where thecylinder |20 is secured in position, the detecting device' actsimmediately to permit the admission or a duid under pressure. in theconduit |35, this immediately causing .the `|25 and, consequently,point. l l v .In the case where the piston' would reach the maximum highposition |25*q illustrated in dot of the chassis at this and dash linesin the drawings, the opening |40 70 of 'the conduit |35 would beobturated,but for I trappinga volume of fluid vin theupperpar't of ofthe piston.

the desirable free 2 5 lowering of the cylinderf allows of supportingthe vehicle.l However, when the piston is in the position |20, it ispossible to admit the fluid under pressure in the upper part of thecylinder through the branch pipe |4| which permits the flow of thisiluid only in the direction of the arrow The downward displacement ofthe piston |2| is limited by a resilient ring |46 made o! rubber forexample.

The admission of the iluid in the conduits |35 and |39 can be controlledby independent cocks actuated by the detecting devices. Use can also bemade of a common multi-way cock or of a common slide-valve havingseveral passages.

The installation of Fig. 8 will now be described, in which use is madefor the control of pitching and rolling, of a gyroscopic device, thegyroscope wheel 2 Iv of which indicates a iixed reference mark in spaceor the true vertical. For instance, this gyroscopic wheel which can becombined I with acounter-weight lor its equivalent, unresponsive to theaction of centrifugal force, is journalled in a frame |50 which can besubstantially vertical and'which is journalled, through the medium of apin |5| in a frame |52 which canbe substantially horizontal journalledabout a pin |53 arranged axis of the vehicle, this axis being at rightangles to the pin I5|.

The trane |50 through a system |54, to a slide-valve 53It controllingthe rolling and the frame |52 is kine-` matically connected, through asystem |55, to a slide-valve 26kJ controlling the pitching.

The slide-valve 58k moves in a cylinder |55 provided; with ports 60,60|?, 65, 65b and |51 and which can be moved in translation in functionof the direction of the steering wheel 90.

The slide-valve 26k moves in a cylinder |65, a piston |6| being rigidvehicle.

The cylinder i60 comprises ports 29, 30,l 29", 30b as well as ports |64,|65 and |65.

It will be noted that the ports 60", 50", 55* and 35h, on the onehand,

53k, and the ports 29, 29", 30* and 30",y on the the contacts 60, 50h,65, 65b controlled bythe contacts 58'-53" and 29, 29H30", 30" controlledbythe contacts 26', 23h, as illustrated in Fig. 2. f The ports |51 and|64 conduit |12 to, a distributor |13 connectedto a source |14 of afluid under pressure. The distributor |13 is moved in function of thespeed (system |59) and the position of the cylinder |55 -in function ofthe direction of the steering wheel 90. In fact, the cylinder-|56 ispivoted on a bell crank lever |15 moved by alink |15 connectedV steeringwheel shaft. f

In Ithe case of rolling infone` direction or the other, the slide-valvek moves in the cylinder either to the'right'hand shock absorbers,` or tothe leftand shock absorbers in view of transmitting e pressure to saidshock absorbers for acting in the reverse direction to that according 1Ito which the rolling tends to take place or simply for locking theshock absorbers in view of preventinganyrollingmovement..

Likewise, pitching mjone direction or' theater |45, owing to the ball|42.

parallel to the transverse is kinematically connected,4

with the chassis of the controlled by the piston are connected by the;

causes a displacement of the slide-valve 26k in the cylinder |60 foruncovering, either the ports 29e, 29h, or the ports 30a, 30b for causingeither an action reverse to that resulting from the pitching, or thelocking of the shock absorbers for preventing any pitching movement.Moreover, the displacement ofl the slide-valve 26k also causes theadmission of the fluid either in the chamber I 85, or in the chamber|86, of the cylinder in View of replacing the cylinder in a positionrelatively to the slide-valve 26k which is just suiiicient formaintaining the admission at 29, 29" or 30a, 30h, so that, in case thedirection of the pitching should be reversed, the reversal of theadmission should be instantaneously eiected.

It will also be noted that the cylinder |56 occupies in a straight line,a definite position which corresponds to the closing of the ports 60,60", 65", 65h, when the vehicle has its transverse axis disposednormally in a horizontal position as desired. Any departure from thisposition opens a group of two ports which close again only when theeiect of the admission will have restored the transverse axis to thepredetermined position, preferably the-horizontal position.

When passing over or around a curve, the steering causes a movement oftranslation of the cylinder |56 parallel to the axis' of the slide-valve58k and in the direction necessary for effecting a false rolling, theports being uncovered proportionally to the deiiexion or changing ofdirection of the steering wheels. If use is made of energy producers, alowering of the chassis is caused towards the inside of the turning anda lifting of the chassis towards the outside.

By way of illustration, the operation will be described in the case offunctions I and II (table of Fig. l), that is to say pitching withlowering of the front and lifting of the rear and rolling with loweringof the right-hand side and lifting of the left-hand side of the chassis.

It will be noted that the cylinder |60 is movable, the piston |6| beingxed.

The pitching movement causes a displacement of the slide-valve 26k inthe direction of the munication with the source of pressure |14 for'acting on-RLT of 8 and RLD of Y1 and on RLT `o1 6 and RLD of 9, so thatany rolling movement is prevented.

Fig. 9 illustrates a form of construction of a gyroscopic control forthe steering, this control allowing of correcting swaying movements, ormore generally, any change in direction which is not controlled.

The gyroscopic device is constituted by a gyroscope 2|b the axis ofrotation of which is substantially parallel to the longitudinal axis pf4 the vehicle and which is carried in a frame which the position ofequilibrium when it has termi-` nated a precession'and the passage ofcurrent to the contacts 21|-282 is cut off.

In this installation, the front wheels or carrying members 2 and 3 ofthe vehicle are connected to a rack 308. An energy producer such as anelectric motor 30| controls, through the medium of a worm 302, a wormwheel 303 which carries radial arms for planet wheels 304 interposedbetween sun wheels 305 and 306. The sun wheel 305 is rigid with thecontrolling rod 256 of the steering gear and the sun wheel 306 con'-trols, through the medium of a toothed wheel 301, the rack 308 connectedto the front wheels of the vehicle. In this embodiment, the electricmotor is reversible and allows steering control in one direction or inthe other. On the control rod 256 is frictionally mounted an arm 258.

A cam 258, rigid with the pinion 301 is de- 26|, as seen in Fig. 9. Thisslide-valve'is movable in translation in a corresponding bore formed ina member 2 62. The arm 250, mounted with slight friction on the.steering rod controls the displacement in translation of'a slide-valve263 carrying a. contact 300. This slide-valve is movable in translationbetween two abutments in 'I a corresponding bore of member 262.Moreover, in this same bore can move another slide-valve 264 carrying acontact 210B'. This slide-,valve is controlled in translation by thegyroscopic system. The various slide-valves control the difEerentelectric circuits or'otheil power transmission system as illustrated inthe drawings, the power, for instance electric energy, being supplied.from a suitable source.

In the case of an accidental swerve to the right; when the vehicle movesrectilinearly, the gyroscopic system-` eiects a precessin in thedirection of the arrow 25| and drives the slidevalve in this direction.

An electric circuit of the 'motor 30| is thus closed through theelectric contact 2108L then through contact 21|, contact 213a and wires214 and 214k. The motor rotates in the suitable direction for causing adefiexion of the -wheels towards the left, in view of avoiding swayingmovements. When the swaying movement is stopped by this action on thesteering, the gyroscopic system is restored to its mean position and thecircuit previously indicated is cut oii.

For a swerve towards the left, the gyroscopic system effects aprecession in the direction ot the arrow 250 and the slide-valve 264also moves in the direction of this arrow 250 by causing the closing ofthe circuit of motor-30| through the contacts 210, 282, 283 and wires284 and 284k. The.motor rotates in the suitable direction for causing adeexion of the wheels towards the right for the purpose indicated.

Taking the example of a turn towards the right, the action of thesteering wheel causes4 the withdrawalof cam 258 rigid with pinion 301,the slide-valve 26| moving in the direction of the arrow 25|, thiscutting off the circuits at 213B and 283. On the other hand, the arm 259mounted with slight friction on the'steerin'g rod follows the movementof this rod until the contact 300 of slide-valve 263 is brought oppositecontacts 293L and 293i.

The gyroscope under the effect of the 'beginning of the turn effects aprecession in the direction of a swerve to the right, consequently inthe direction o f the arrow 25|. The s1ide-va1ve'264 332, planet wheel33|,.connecting direction of the arrow 259 under the action of 5 thesteering wheel.

Therefore, there is no effect of pressure on the steering wheels, thesteering being direct between the wheels and hand wheel. Should skiddingoccur in such manner that, in the turn to thc right, a swerve tothe leftshould begin, the gyroscope at once eiects a precession in the dlrectionof the arrow 269 closing the circuit of the motor through contacts 293,399, 293", wires 293* and 294k, for taking up the swerve. l5

When the turn is terminated, the steering comes back to zero restoringthe arm 259 and the slide-valve 233 to their initial positions.' Thegyroscope has a precession force .which diminishes progressively as theturning movement towards the right diminishes, the returning springsrestoring it to the position in which the slidevalve 264 cuts oi thevarious circuits. Cam 259 restores the contacts of the slide-valve 26|to their initial positions as soon as the wheels have no deiiexion. If'after the turn to the right .a swerve occurs, everything is ready tocheck the same as soon as the -gyroscope effects a precession accordingto 259 or 25|.

The electric motor 39| can be replaced by any 3o driving means capableof having the same energy producing function and particularly, by aturbine or the like. The slide-valves provided with contacts arereplaced by balanced gates.

` Fig. 10 is an example of stabilization during 35 pitching byvariationof the-'distribution of the bodies on the suspended part, dueto increases or diminutions of the speed of propulsion.

The control arm-329 of the butterfly valve of the carburettor'is lrigidthrough a connecting 40 rod 339 with a planet wheel ill-of adiii'erentiai system, a sun wheel 332 of which isrigid through Iaconnecting rod 333 of the pedal of the accelerator 33|' and the 'secondsun wheel meshing with a worm v333 rigid with a spindle 331 parallel tothe `longitudinal axis of thd vehicle, and itself rigid with the casing339 oi! a detecting gyroscope, the wheel of which, supplied withelectric current, rotates about .the

axis 339 at rig t angles to the longitudinal and transverse axes of thevehicle. A calibrated spring l restores the gyroscope to -the positionof equilibrium. The extension of shaft 331 carries a muilier i which canreceive a member 2 sliding in aliixed) bearing M3 and rigid through aconnecting rod 4M with the brake pedali. The operation of the device isthe following: When there lis no interfering acceleration, the supply tothe motor is de ter- 6d mined by the podtion of the pedal of theaccelerator 334, connectingrod 333, sun wheel rod 339 andl the arm ofthe butterilyv'alva v329. When pitching occurs the precession of -thedetecting 65 g pe more or less overcomes the resistance v of thecalibrated -sprlng .9 and produces the rotation'oi shaft 331,worm 339,toothed wheel and sun wheel 335v Aand causes'jthrough the planet' when vnl an additionner suba-active (0- eect on the butterfly-,valve ofthe'lcarburettor. An increase of the powerof the motor causes at the-iront and overload at the rear, a diminutionof power of the motordetermines a reverse effect. If the brake pedal Hs acted of thediagonally for connecting eachof these wires to the second pole of thesource of electric ennergy, said latter, u means comprising twoswltche'alone ofwhich is upon, the eifect of the detectinggyroscope onthe valve of the carburettor .is neutralized through the medium of the.muiller. f

The butterfly valve of the carburettor has been taken only by wayofexample and any other.

member or group of members can be acted upon which is capable ofincreasing or reducing the speed of propulsion, particularly theignition, advanced ignition, the brake.

Stabilization can also :be obtained by gyroscopic reactions.

What I claim as m vinvention and desire to" secure by letters Patent is:

1. A terrestrial lvehicle comprising wheels, a chassis, means fordetecting pitching 'accelerations, means for detecting rollingaccelerations,

double-acting stabilizing means interposed between the wheels and thechassis, electric means for controlling said stabilizing meanscomprising -a switch respectively associated with each stabilizer andarranged to be actuated by the relative movement of the. chassis' andthe correspondingwheel, a switch actuated by the means detectingpitching accelerations, a'switch actuated by the means detecting rollingaccelerations, the control means being so arranged that the stabilizingmeans produ'ce no effect when no interfering acceleration is detected.

2. A terrestrial vehicle-comprising wheels, a chassis, means -fordetecting pitching accelera- -tions, means for detecting rollingaccelerations,

stabilizing means respectively interposed between each wheel andthechassis, said stabilizing means comprising two members adapted to comeinto frictional contact, means -for connecting one yof these members tothe chassis and the other to the wheel, and an electric. winding adaptedtoy press the two members one against the other, when it is energized, asource of electric energy, one pole of which is connected to one of theends of said winding, a switch actuated by the relative movement of thewheel and the chassis and arranged for connecting the second end of saidwinding to one or the other 339 of which carries a supplementary gearwheel 45 of two contacts, according to the direction of this movement;means forconnecting these two contacts to the second pole of.the sourceof electric energy, said latter means comprising two switches, one Voiwhich is arranged to be 'actuated by the detector `oi' pitchingaccelerationsMand the other is arranged to be actuated by the detectorof rolling accelerations.

' 3. A terrestrial vehiclel comprising wheels, a chassis, means fordetecting pitching accelera-'- tions, means for detecting rollingaccelerations, stabilizing means respectively interposed between eachwheel and thechassis, said stabilizing means comprising two membersadapted to come into frictional contact, means forconsecond yend of saidwinding t0 `one or 'the other of two contacts,.according to thedirection o! this movement, electric each of contacts ,to thecorresponding contact opposed switch: and means' arranged to bevactuated by the detector of pitchw ing accelerations, and the other isarranged to lbe actuated by the detector of rolling accelerations.

4. A terrestrial vehicle comprising wheels, a chassis. means fordetecting rolling accelerations, steering means, double-actingstabilizing means interposed between the wheels and the chassis and eachcomprising a cylinder and a piston, a source of fluid under pressure, adistributor for controlling the supply of ud under pressure to thestabilizers, this distributor comprising elements movable relatively toAeach -other, means for connecting one 'of these ele- 'comprising anaperiodic element. and means responsive to the displacements of thechassis relative to said element adapted to control said stabilizingmeans.

6.- In a ground vehicle comprising iront and rear wheels, a chassis andsteering means, the combination of gyroscopic means mounted on thechassis and comprising an aperiodic element, means responsive todisplacements of the chassis relative to said element, double-actingstabilizing means interposed between said wheels and the chassis andcomprising a cylinder and a piston, a source of fluid under pressure,distributers for controlling the admission of the fluid under pressureto said stabilizers, one of said distributers controlling rolling of thevehicle and comprising two elements movable relatively to each other,means for connecting one of said elements to the means that aresensitive to the relative displacements of the chassis with respect tosaid aperiodic element,

means for connecting the other of said elements to the steering means,the other of said distributers -being adapted to control the pitching ofthe vehicle and comprising two elements movable relatively to eachother, means for connecting one of said latter elements to the meansthat are sensitivelto the relative displacements of the chassis withrespect to said aperiodic element and means for rendering the otherelement sensitive to the pressure of thefiuid transmitted tothestabilizers in such a manner that stabilization takes place under thesame conditions whatever may be the longitudinal inclination of therolling plane of the vehicle.

GEORGES DESPINASSY nn VENEL.

